Antiskid device



W. H. SNYDER ANTISKID DEVICE Jan. 5, 1937.

Filed April 25, 1935 3 Sheets-Sheet l ATTORNEY.

Jan. 5, 1937. w. H. SNYDER ANTISKID DEVICE 3 Sheets-Sheet 2 Filed A ril 25, 1955 l N V EN TOR. 5w V0467?- ATTORNEY.

Jan. 5, 1937. w. H. SNYDER I 2,066,368

ANTISKID DEVICE Filed April 25, 1935 3 Sheets-Sheet 3 IN VENTOR wawgflfi/wozlr.

ATTORNEY Patented Jan. 5, 1937 UNITED STATES PATENT OFFICE.

ANTISKID DEVICE William H. Snyder, Elkins Park, Pa. Application April 25, 1935, Serial No. 18,081

1 Claim.

My invention relates to a new and useful antiskid device specially adapted for application to pneumatic or solid tires of automotive vehicles to prevent the skidding of such vehicles on icy roads, by giving such vehicles added traction in the nature of a positive engagement between the treads of the wheels thereof and the surface of the road. My invention further relates to an anti-skid device which is inexpensive to produce and easy to apply and one, which in practice, I have found to be effective for the purpose intended.

The construction of my anti-skid device will be more fully understood from the following specifications and the accompanying drawings in which:---

Fig. 1 represents a side elevation of the lower "half of a wheel provided with an anti-skid device embodying my invention.

Fig. 2 represents a plan view of Fig. 1.

Figs. 3, 4 and 5 represent different views of the tread member of my anti-skid shown detached.

Fig. 6 represents a fragmentary view in side elevation showing a modified form of construction.

Fig. 7 represents a view of the tread member used in Fig. 6, shown detached.

Fig. 8 represents a view similar to Fig. 7 showing a modified form of tread member.

Fig. 9 represents a perspective view of another modified form of anti-skid device forming part of my invention.

Fig. 10 represents a View similar to Fig. 1 showing a still further modified form of construction.

Fig. 11 is a view similar to Fig. 10 on an enlarged scale, showing the manner of operation of the form illustrated in Fig. 10.

Fig. 12 represents a perspective view of the tread member used in the modification of Figs. 10 and 11 shown detached.

Referring to the drawings in which like reference characters indicate like parts, and more particularly to Fig. 1, l4 designates a wheel provided with a pneumatic or solid tire Hi. The tire I5 is provided with the anti-skid device embodying my invention, which comprises the supporting chains l6 and H, which are disposed along the inboard and outboard faces of the tire at a point above the tread I8 thereof. The chains l6 and I! support the anti-skid devices l9 which are in the form of oblique elongated slats, made of any desirable metal and having the notches, teeth, or serrations 2|. The antiskid devices l9 are provided with the lugs .or cars 22, which are connected by the links 23, engaging the holes 24 to the links of the supporting chains 16 and H. The anti-skid devices l9, as can be seen from Fig. 2, are disposed in opposite angular directions, so that the opposite juxtaposed ends of the anti-skid devices meet or converge at opposite points along the periphery of the tread of the tire. By this arrangement a portion of at least one of the anti-skid devices I9 is at all times under the tire and in contact with the road as will be seen from Fig. 1, The notches or teeth 2| on the opposite longitudinal edges of the members l9, serve to cut into the glazed surface of an icy road, thus resulting in positive engagement with the road surface and preventing the sliding of the wheels transversely of the direction of travel of the vehicle, as-well as giving the vehicle motion and stopping traction. Since the straight edges 20 as well as the intermediate notches 2| are equally in contact with the surface of the road, I have found that the wear is uniform on the notches as well as the straight edges, so that the teeth or notches 2| do not wear out except as the entire device is worn out by use.

In Fig. 6 I have shown a modified form in which I use the anti-skid device 30, having the notches or teeth 3| and having either the holes 32 or the hooks 33 in the end lugs 34 thereof, each pair of adjacent anti-skid devices being interconnected by transverse chain links 36 and secured by a common vertical chain section 31 to the supporting side chains l6 and I1, which in turn are tensioned by the transverse segmentary spreaders 38.

In Fig. 8 I have shown the anti-skid device illustrated in Fig. '7 as adapted for application to a dual tire arrangement, by providing the central annular lug or wedge 40, adapted to engage the space normally occurring between dual tires.

In Fig. 9 I have illustrated a further modified form of anti-skid device 42, which is provided with a vertical lug 43 for attachment to the supporting chains I6 and ll of any of the construc- 4 tions previously described, and which is also provided at the opposite ends thereof with the oppositely extending lugs 44, which form a continuation of the tread portion of the anti-skid device so as to insure constant contact of the antiskid device with the road surface at the point of convergence of any pair of adjacent devices. It being understood that in all instances the anti-skid devices shown in Figs. '7, 8 and 9 are arranged in opposite diagonal directions on the tread of the tire as illustrated in Fig. 2.

In Fig. 10 I have shown a further modification of my invention in which the anti-skid devices 50 shown in perspective in Fig. 12 are arranged on the wheel M in much the same manner as was described in connection with Fig. 1

except that the converging ends of adjacent pairs of anti-skid devices 50 are interconnected by means {of the. short links 5t: which engage the relatively long link' 52, which in, turn" is connected by the vertical chain section 53 to the supporting chains l6 and I1, which in turn are tensionedvby the vertical spreaders 54. In .this

construction the relatively large interconne'cting link 52 provides automatic adjustment' for taking up any slack that may develop in the engage.-

ment of the anti-skid devic es'50 with the tread' of the tire, whether the same being due tovwear as in the casepf thesolid tire ,'o1 whether it be due to partial deflation as in they case of the pneurnatic tires lsinceithe link 52 being'constanttread portion and deviceupon a tire, said tread portion having a flat "road-engaging surface and having its opface a'n'dnieans for securing said device at an angleto the longitudinal axis of said tire, where- M engage theroadsuccessively with 20 the rotationof jsaid tire, I

by said notches positellitngitudinal edges notched to provide un- I dulating road-engaging edges to said tread sur- 

